EP2455717B1 - Combined aircraft magnetometer for in-flight calibration and emergency use. - Google Patents

Combined aircraft magnetometer for in-flight calibration and emergency use. Download PDF

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Publication number
EP2455717B1
EP2455717B1 EP20110190148 EP11190148A EP2455717B1 EP 2455717 B1 EP2455717 B1 EP 2455717B1 EP 20110190148 EP20110190148 EP 20110190148 EP 11190148 A EP11190148 A EP 11190148A EP 2455717 B1 EP2455717 B1 EP 2455717B1
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European Patent Office
Prior art keywords
calibration
aircraft
magnetic field
field sensor
screen
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EP20110190148
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German (de)
French (fr)
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EP2455717A1 (en
Inventor
Damien Gerthoffert
Florent Colliau
Yves Jaulain
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Thales SA
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Thales SA
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    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01C—MEASURING DISTANCES, LEVELS OR BEARINGS; SURVEYING; NAVIGATION; GYROSCOPIC INSTRUMENTS; PHOTOGRAMMETRY OR VIDEOGRAMMETRY
    • G01C23/00—Combined instruments indicating more than one navigational value, e.g. for aircraft; Combined measuring devices for measuring two or more variables of movement, e.g. distance, speed or acceleration
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01C—MEASURING DISTANCES, LEVELS OR BEARINGS; SURVEYING; NAVIGATION; GYROSCOPIC INSTRUMENTS; PHOTOGRAMMETRY OR VIDEOGRAMMETRY
    • G01C17/00—Compasses; Devices for ascertaining true or magnetic north for navigation or surveying purposes
    • G01C17/38—Testing, calibrating, or compensating of compasses

Definitions

  • the invention relates to a combined emergency instrument and a method for calibrating the combined emergency instrument.
  • Such an instrument is intended to equip the dashboard of an aircraft. It comprises a calculator for determining an altitude, a speed and an attitude of the aircraft from sensors belonging to the instrument and a screen for displaying the altitude, the speed and the attitude of the aircraft.
  • This instrument makes it possible to give the pilot of the aircraft flight information used in the event of failure of the primary instruments of the aircraft.
  • the pilot of the aircraft also needs navigation information enabling him to follow a flight plan. From this information, heading allows it to steer the aircraft relative to magnetic north.
  • the heading can be obtained from a magnetic sensor generally located far from the dashboard. Indeed, this sensor, measuring the Earth's magnetic field, can be disturbed by the aircraft itself and in particular by instruments that generate electromagnetic disturbances. These instruments are numerous in the dashboard, it seeks to move the magnetic sensor, for example by placing it outside the cockpit of the aircraft.
  • a compass is also provided in the cockpit of the aircraft to mitigate a possible defect in the primary information channel presenting the pilot with heading information.
  • This emergency compass is commonly arranged in the upper part of the cockpit canopy, this place being the farthest from other instruments on board, so the least disturbed by them.
  • a compensation procedure is provided for correcting the effects of the aircraft and all the instruments it contains.
  • This procedure provides for example to measure the direction of the magnetic field by means of the sensor to be compensated during angular movements of the aircraft on a runway of an aerodrome. The measurements are then compared to the aerodrome's magnetic field in order to establish a deflection curve that can be used in flight to compensate for disturbances on the sensor.
  • the sensor is connected to a specific instrument for directly recovering the measurement made by the sensor before this measurement is processed to obtain a display readable by the pilot of the aircraft.
  • the magnetic sensor associated with the primary instruments as well as the emergency compass can be compensated.
  • the standby instrument such as altitude, speed and attitude of the aircraft.
  • the pilot uses the rescue instrument to know the flight information required for piloting. If a magnetic calibration of the emergency instrument is necessary, it deprives the pilot of any flight information during the calibration, which may be detrimental to flight safety.
  • the invention aims to overcome this problem by allowing a magnetic calibration procedure of the emergency instrument without loss of the display of flight information.
  • Simultaneous operations can be performed by a single processor performing pseudo-parallel tasks transparently for a user.
  • the user keeps a continuous service for both the calibration and the reading on the screen of the flight parameters (altitude, speed and attitude of the aircraft).
  • a standby instrument is used to autonomously determine and display an altitude, speed, attitude and heading of the aircraft from sensors belonging to the instrument.
  • the screen of the standby instrument is used by the pilots of the aircraft. During the flight phase, the pilots nevertheless observe the screen of the emergency instrument and note any discrepancies with the information delivered by the primary instruments.
  • the figure 1 represents a combined emergency instrument 10 equipping the dashboard of an aircraft.
  • the instrument 10 includes a color screen 12 used in operational mode for displaying a horizon 14 (brown ground below, blue sky above) and backup data necessary for driving, namely mainly altitude in the form of a graduated scale 16 on the right, speed in the form of another graduated scale 18 on the left, and a symbol 20 attitude of the aircraft.
  • An area 22 is reserved for heading information also presented in the form of a graduated scale 24 running past a fixed index 26.
  • Another scale 28 allows the display of the roll of the aircraft.
  • the scale 28 is for example fixed and an index 30 can move in front of the different values of the scale to indicate the roll of the aircraft.
  • the display of the horizon and digital data of speed, altitude and heading is determined by a computer 32 located in the body of the instrument 10 from signals from sensors some of which are outside the instrument 10 and others may be inside or outside the instrument 10.
  • the sensors are usually pressure or flow sensors (for speed and altitude) and an inertial measurement unit for attitude and one or more magnetic field sensors commonly called magnetometers for heading.
  • the pressure sensors, the inertial measurement unit and the magnetometer are located inside the instrument 10.
  • the pressure sensors are connected to pressure taps located on the skin of the aircraft and making it possible to measure the static pressure and the total pressure of the air surrounding the aircraft.
  • the instrument 10 generally comprises an adjustment button 34 used for the resetting of the atmospheric pressure according to data communicated locally (for example provided by the meteorological services near an airport). It comprises other control buttons 36 used for various purposes (horizon registration, setting up on the screen marks of authorized speed or altitude ranges, etc.).
  • the figure 2 represents the screen of the combined emergency instrument 10 whose display is in calibration mode of the magnetometer.
  • the calculator 32 of the combined emergency instrument is configured to allow simultaneous display on the screen 12 on the one hand of the altitude, the speed and the attitude of the aircraft and on the other hand a guide for the calibration of the magnetic field sensor.
  • the artificial horizon display 14 and the display of the attitude symbol 20 of the aircraft are identical in both operational and calibration modes.
  • loupes reproduce a mechanical display realized by means of juxtaposed wheels rotating about a horizontal axis. By turning, the wheels scroll vertically in front of a window to reveal only the current value of the speed or altitude.
  • These windows called magnifiers 40 and 42, are reproduced on the screen 12, which can be found in the operational mode display of the figure 1 .
  • the central zone 44 of the screen 12, reserved for the horizon, is no longer square or rectangular as in the operational but in the form of a circle surrounded by a compass rose 46 indicating the current course followed by the aircraft.
  • the current heading can be given by an external reference.
  • a fixed landmark 48 indicates the current course relative to the wind rose 46 which is rotatable around the area 44.
  • the guide for the calibration of the magnetic field sensor comprises for example a caps program that the aircraft must reach to perform the calibration.
  • This program is stored in a memory of the computer 32.
  • the computer is configured to determine and display, during calibration, indications of caps already reached and indications of caps remaining to reach to complete the calibration.
  • the caps already reached and the caps remaining to be reached can be displayed around the compass of the wind rose 46.
  • the caps already reached are shown in strong line 50 and the caps to be reached are shown in fine line 52.
  • Running the entire wind rose 46 with a zero roll calibrates the magnetic field sensor in two dimensions in a horizontal plane. It is also possible to perform a three-dimensional calibration by completing the caps program in a horizontal plane by a program of caps to achieve with a non-zero roll.
  • the pilot is required to perform a first full turn of the wind rose with a positive roll and a second turn with a negative roll.
  • a roll instruction is for example given at the mark 54. To reach this roll, the pilot must make the index 30 coincide with the instruction 54.
  • the program of caps and possibly roll to reach belongs to a first step of a calibration procedure. As soon as the program is carried out by the pilot, a second step of the calibration procedure is started. During this second step the computer 32 determines calibration factors of the magnetic field sensor according to the type of calibration selected, with or without roll.
  • the second step may provide for comparing the determined calibration factors to predetermined limit values. If one of the factors is out of its limit values, a warning message appears on screen 12 and an invitation is made to the pilot to restart the calibration procedure and its two steps.

Description

L'invention concerne un instrument combiné de secours et un procédé de calibration de l'instrument combiné de secours. Un tel instrument est destiné à équiper la planche de bord d'un aéronef. Il comprend un calculateur permettant de déterminer une altitude, une vitesse et une attitude de l'aéronef à partir de capteurs appartenant à l'instrument et un écran permettant d'afficher l'altitude, la vitesse et l'attitude de l'aéronef. Cet instrument permet de donner au pilote de l'aéronef des informations de vol utilisées en cas de panne des instruments de bord primaires de l'aéronef.The invention relates to a combined emergency instrument and a method for calibrating the combined emergency instrument. Such an instrument is intended to equip the dashboard of an aircraft. It comprises a calculator for determining an altitude, a speed and an attitude of the aircraft from sensors belonging to the instrument and a screen for displaying the altitude, the speed and the attitude of the aircraft. This instrument makes it possible to give the pilot of the aircraft flight information used in the event of failure of the primary instruments of the aircraft.

Le pilote de l'aéronef a également besoin d'informations de navigation lui permettant de suivre un plan de vol. Parmi ces informations, le cap lui permet de diriger l'aéronef par rapport au nord magnétique. Le cap peut être obtenu à partir d'un capteur magnétique généralement situé loin de la planche de bord. En effet, ce capteur, mesurant le champ magnétique terrestre, peut être perturbé par l'aéronef lui-même et notamment par les instruments de bord qui génèrent des perturbations électromagnétiques. Ces instruments étant nombreux dans la planche de bord, on cherche à éloigner le capteur magnétique, par exemple en le plaçant hors du cockpit de l'aéronef.The pilot of the aircraft also needs navigation information enabling him to follow a flight plan. From this information, heading allows it to steer the aircraft relative to magnetic north. The heading can be obtained from a magnetic sensor generally located far from the dashboard. Indeed, this sensor, measuring the Earth's magnetic field, can be disturbed by the aircraft itself and in particular by instruments that generate electromagnetic disturbances. These instruments are numerous in the dashboard, it seeks to move the magnetic sensor, for example by placing it outside the cockpit of the aircraft.

On prévoit également en secours un compas de route dans le cockpit de l'aéronef pour pallier un éventuel défaut dans la chaîne d'information primaire présentant au pilote l'information de cap. Ce compas de secours est communément disposé en partie haute de la verrière du cockpit, cet endroit étant le plus éloigné des autres instruments de bord, donc le moins perturbé par ceux-ci.A compass is also provided in the cockpit of the aircraft to mitigate a possible defect in the primary information channel presenting the pilot with heading information. This emergency compass is commonly arranged in the upper part of the cockpit canopy, this place being the farthest from other instruments on board, so the least disturbed by them.

Bien que les capteurs magnétiques soient disposés dans les endroits les moins perturbés possibles, une déviation magnétique subsiste qu'il est nécessaire de compenser. A cet effet, on prévoit une procédure de compensation permettant de corriger les effets de l'aéronef et de tous les instruments qu'il comporte. Cette procédure prévoit par exemple de mesurer la direction du champ magnétique au moyen du capteur à compenser lors de déplacements angulaires de l'aéronef sur une piste d'un aérodrome. On compare ensuite les mesures au champ magnétique terrestre de l'aérodrome afin d'établir une courbe de déviation que l'on pourra utiliser en vol pour compenser les perturbations sur le capteur. Pour ce faire, on connecte au capteur un instrument spécifique permettant de récupérer directement la mesure faite par le capteur avant que cette mesure ne soit traitée pour obtenir un affichage lisible par le pilote de l'aéronef. Le capteur magnétique associé aux instruments primaires ainsi que le compas de secours peuvent être compensés.Although the magnetic sensors are arranged in the least disturbed places possible, a magnetic deviation remains that it is necessary to compensate. For this purpose, a compensation procedure is provided for correcting the effects of the aircraft and all the instruments it contains. This procedure provides for example to measure the direction of the magnetic field by means of the sensor to be compensated during angular movements of the aircraft on a runway of an aerodrome. The measurements are then compared to the aerodrome's magnetic field in order to establish a deflection curve that can be used in flight to compensate for disturbances on the sensor. To do this, the sensor is connected to a specific instrument for directly recovering the measurement made by the sensor before this measurement is processed to obtain a display readable by the pilot of the aircraft. The magnetic sensor associated with the primary instruments as well as the emergency compass can be compensated.

Par ailleurs, on a tenté d'utiliser l'instrument de secours pour déterminer et afficher le cap suivi par l'aéronef. Ce cap peut être utilisé lorsque les instruments primaires de l'aéronef sont défaillants comme par exemple décrit dans la demande de brevet FR 2 937 415 déposée le 17 octobre 2008 au nom de la demanderesse. Ce document décrit l'utilisation de capteurs magnétiques internes à l'instrument de secours pour déterminer et afficher le cap suivi par l'aéronef. Ce document décrit également une procédure de calibration utilisant l'instrument de secours lui-même et son écran d'affichage. Cette procédure de calibration est intéressante car elle ne nécessite aucun instrument spécifique devant être connecté à l'instrument de secours pour le traitement des données recueillies. Dans la pratique cette procédure n'est utilisable que dans des conditions où les instruments primaires de l'aéronef fonctionnent correctement. En effet la procédure de calibration décrite dans le document FR 2 937 415 utilise complètement l'écran de l'instrument de secours durant la calibration. Durant la calibration il est impossible d'accéder aux informations de base délivrées par l'instrument de secours comme l'altitude, la vitesse et l'attitude de l'aéronef. Par exemple, en vol, lorsque les instruments primaires sont défaillants, le pilote utilise l'instrument de secours pour connaitre les informations de vol nécessaires au pilotage. Si une calibration magnétique de l'instrument de secours est nécessaire, celle-ci prive de pilote de toutes informations de vol durant la calibration, ce qui peut être préjudiciable à la sécurité du vol.In addition, an attempt was made to use the standby instrument to determine and display the heading taken by the aircraft. This heading can be used when the primary instruments of the aircraft are defective as for example described in the patent application FR 2,937,415 filed October 17, 2008 in the name of the plaintiff. This document describes the use of magnetic sensors internal to the standby instrument to determine and display the heading taken by the aircraft. This document also describes a calibration procedure using the standby instrument itself and its display screen. This calibration procedure is interesting because it does not require any specific instrument to be connected to the standby instrument for processing the collected data. In practice this procedure is usable only under conditions where the primary instruments of the aircraft function properly. Indeed the calibration procedure described in the document FR 2,937,415 completely uses the display of the standby instrument during calibration. During calibration it is impossible to access the basic information delivered by the standby instrument such as altitude, speed and attitude of the aircraft. For example, in flight, when the primary instruments are faulty, the pilot uses the rescue instrument to know the flight information required for piloting. If a magnetic calibration of the emergency instrument is necessary, it deprives the pilot of any flight information during the calibration, which may be detrimental to flight safety.

Il existe en aéronautique civile une procédure prévoyant un vol au cours duquel l'avion est recetté. Au cours de ce vol, tous les instruments doivent être opérationnels, les instruments primaires et les instruments de secours. En conséquence, il est impossible d'utiliser ce vol pour effectuer la calibration des capteurs magnétiques internes à l'instrument de secours. L'utilisation d'un autre vol pour la calibration entraine des coûts supplémentaires pour l'avionneur.In civil aviation, there is a procedure for a flight during which the aircraft is recaptured. During this flight, all instruments must be operational, primary instruments and emergency instruments. As a result, it is impossible to use this flight to calibrate the magnetic sensors inside the emergency instrument. The use of another flight for calibration entails additional costs for the aircraft manufacturer.

L'invention vise à pallier ce problème en permettant une procédure de calibration magnétique de l'instrument de secours sans perte de l'affichage des informations de vol.The invention aims to overcome this problem by allowing a magnetic calibration procedure of the emergency instrument without loss of the display of flight information.

A cet effet, l'invention a pour objet un instrument combiné de secours destiné à équiper la planche de bord d'un aéronef et comprenant des capteurs anémobarométriques, des capteurs inertiels, un capteur de champ magnétique, un écran et un calculateur permettant de déterminer et d'afficher sur l'écran une altitude, une vitesse, une attitude et un cap courant de l'aéronef à partir des capteurs et de calibrer le capteur de champ magnétique, caractérisé en ce que le calculateur est configuré pour permettre simultanément :

  • la détermination et l'affichage sur l'écran de l'altitude, de la vitesse et de l'attitude de l'aéronef,
  • la calibration du capteur de champ magnétique et
  • l'affichage sur l'écran d'un guide pour la calibration du capteur de champ magnétique.
For this purpose, the subject of the invention is a combined emergency instrument intended to equip the instrument panel of an aircraft and comprising anemobarometric sensors, inertial sensors, a magnetic field sensor, a screen and a calculator for determining and displaying on the screen an altitude, a speed, an attitude and a current heading of the aircraft from the sensors and calibrating the magnetic field sensor, characterized in that the computer is configured to simultaneously allow:
  • the determination and display on the screen of the altitude, the speed and the attitude of the aircraft,
  • the calibration of the magnetic field sensor and
  • the display on the screen of a guide for the calibration of the magnetic field sensor.

L'invention a également pour objet un procédé de calibration d'un instrument combiné de secours destiné à équiper la planche de bord d'un aéronef et comprenant des capteurs anémobarométriques, des capteurs inertiels, un capteur de champ magnétique, un écran et un calculateur permettant de déterminer et d'afficher sur l'écran une altitude, une vitesse, une attitude et un cap courant de l'aéronef à partir des capteurs, caractérisé en ce qu'il consiste à réaliser simultanément :

  • la détermination et l'affichage sur l'écran de l'altitude, de la vitesse et de l'attitude de l'aéronef,
  • la calibration du capteur de champ magnétique et
  • l'affichage sur l'écran d'un guide pour la calibration du capteur de champ magnétique.
The subject of the invention is also a method for calibrating a combined emergency instrument intended to equip the instrument panel of an aircraft and comprising anemobarometric sensors, inertial sensors, a magnetic field sensor, a screen and a computer. for determining and displaying on the screen an altitude, a speed, an attitude and a current heading of the aircraft from the sensors, characterized in that it consists in simultaneously producing:
  • the determination and display on the screen of the altitude, the speed and the attitude of the aircraft,
  • the calibration of the magnetic field sensor and
  • the display on the screen of a guide for the calibration of the magnetic field sensor.

Les opérations simultanées peuvent être réalisées par un seul processeur réalisant des tâches pseudo parallèles de façon transparente pour un utilisateur. Autrement dit, l'utilisateur conserve un service continu à la fois pour la calibration et pour la lecture sur l'écran des paramètres de vol (altitude, vitesse et attitude de l'aéronef).Simultaneous operations can be performed by a single processor performing pseudo-parallel tasks transparently for a user. In other words, the user keeps a continuous service for both the calibration and the reading on the screen of the flight parameters (altitude, speed and attitude of the aircraft).

L'invention sera mieux comprise et d'autres avantages apparaîtront à la lecture de la description détaillée d'un mode de réalisation donné à titre d'exemple, description illustrée par le dessin joint dans lequel :

  • la figure 1 représente un instrument combiné de secours dont l'affichage est en mode opérationnel ;
  • la figure 2 représente un instrument combiné de secours dont l'affichage est en mode de calibration ;
The invention will be better understood and other advantages will appear on reading the detailed description of an embodiment given by way of example, a description illustrated by the attached drawing in which:
  • the figure 1 represents a combined standby instrument whose display is in operational mode;
  • the figure 2 represents a combined standby instrument whose display is in calibration mode;

Par souci de clarté, les mêmes éléments porteront les mêmes repères dans les différentes figures.For the sake of clarity, the same elements will bear the same references in the different figures.

Un instrument de secours permet de déterminer et d'afficher de façon autonome, une altitude, une vitesse, une attitude et un cap de l'aéronef à partir de capteurs appartenant à l'instrument. En cas de défaut des instruments primaires ou de défauts d'affichage des écrans de visualisation primaire, l'écran de l'instrument de secours est utilisé par les pilotes de l'aéronef. En phase de vol, les pilotes observent néanmoins l'écran de l'instrument de secours et notent les écarts éventuels avec les informations délivrées par les instruments primaires.A standby instrument is used to autonomously determine and display an altitude, speed, attitude and heading of the aircraft from sensors belonging to the instrument. In case of default of the primary instruments or display defects of the primary display screens, the screen of the standby instrument is used by the pilots of the aircraft. During the flight phase, the pilots nevertheless observe the screen of the emergency instrument and note any discrepancies with the information delivered by the primary instruments.

La figure 1 représente un instrument combiné de secours 10 équipant la planche de bord d'un aéronef. L'instrument 10 comporte un écran en couleur 12 utilisé en mode opérationnel pour l'affichage d'un horizon 14 (terre en marron au-dessous, ciel en bleu au-dessus) et de données de secours nécessaires au pilotage, à savoir principalement altitude sous forme d'une échelle graduée défilante 16 à droite, vitesse sous forme d'une autre échelle graduée défilante 18 à gauche, et un symbole 20 d'attitude de l'aéronef. Une zone 22 est réservée aux informations de cap présentés également sous forme d'une échelle graduée 24 défilant devant un index 26 fixe. Une autre échelle graduée 28 permet l'affichage du roulis de l'aéronef. L'échelle 28 est par exemple fixe et un index 30 peut se déplacer devant les différentes valeurs de l'échelle pour indiquer le roulis de l'aéronef.The figure 1 represents a combined emergency instrument 10 equipping the dashboard of an aircraft. The instrument 10 includes a color screen 12 used in operational mode for displaying a horizon 14 (brown ground below, blue sky above) and backup data necessary for driving, namely mainly altitude in the form of a graduated scale 16 on the right, speed in the form of another graduated scale 18 on the left, and a symbol 20 attitude of the aircraft. An area 22 is reserved for heading information also presented in the form of a graduated scale 24 running past a fixed index 26. Another scale 28 allows the display of the roll of the aircraft. The scale 28 is for example fixed and an index 30 can move in front of the different values of the scale to indicate the roll of the aircraft.

L'affichage de l'horizon et des données numériques de vitesse, d'altitude et de cap est déterminé par un calculateur 32 situé dans le corps de l'instrument 10 à partir de signaux en provenance de capteurs dont certains sont extérieurs à l'instrument 10 et dont d'autres peuvent être à l'intérieur ou à l'extérieur de l'instrument 10. Les capteurs sont en général des capteurs de pression ou de débit (pour la vitesse et pour l'altitude) et une unité de mesure inertielle pour l'attitude et un ou plusieurs capteurs de champ magnétiques couramment appelés magnétomètres pour le cap. Avantageusement, les capteurs de pressions, l'unité de mesure inertielle et le magnétomètre sont situés à l'intérieur de l'instrument 10. Les capteurs de pression sont reliés à des prises de pression situés sur la peau de l'aéronef et permettant de mesurer la pression statique et la pression totale de l'air entourant l'aéronef.The display of the horizon and digital data of speed, altitude and heading is determined by a computer 32 located in the body of the instrument 10 from signals from sensors some of which are outside the instrument 10 and others may be inside or outside the instrument 10. The sensors are usually pressure or flow sensors (for speed and altitude) and an inertial measurement unit for attitude and one or more magnetic field sensors commonly called magnetometers for heading. Advantageously, the pressure sensors, the inertial measurement unit and the magnetometer are located inside the instrument 10. The pressure sensors are connected to pressure taps located on the skin of the aircraft and making it possible to measure the static pressure and the total pressure of the air surrounding the aircraft.

L'instrument 10 comporte en général un bouton de réglage 34 servant au recalage de la pression atmosphérique en fonction de données communiquées localement (par exemple fournies par les services de météorologie à proximité d'un aéroport). Il comporte d'autres boutons de commande 36 servant à divers usages (recalage d'horizon, mise en place sur l'écran de marques de plages de vitesse ou d'altitude autorisées, etc.).The instrument 10 generally comprises an adjustment button 34 used for the resetting of the atmospheric pressure according to data communicated locally (for example provided by the meteorological services near an airport). It comprises other control buttons 36 used for various purposes (horizon registration, setting up on the screen marks of authorized speed or altitude ranges, etc.).

La figure 2 représente l'écran de l'instrument combiné de secours 10 dont l'affichage est en mode de calibration du magnétomètre. Le calculateur 32 de l'instrument combiné de secours est configuré pour permettre l'affichage simultané sur l'écran 12 d'une part de l'altitude, de la vitesse et de l'attitude de l'aéronef et d'autre part d'un guide pour la calibration du capteur de champ magnétique. Pour ne perturber le pilote de l'aéronef, l'affichage de horizon artificiel 14 et l'affichage du symbole 20 d'attitude de l'aéronef sont identiques dans les deux modes, opérationnel et calibration. On retrouve également l'échelle graduée 28 et l'index 30 permettant l'affichage du roulis de l'aéronef.The figure 2 represents the screen of the combined emergency instrument 10 whose display is in calibration mode of the magnetometer. The calculator 32 of the combined emergency instrument is configured to allow simultaneous display on the screen 12 on the one hand of the altitude, the speed and the attitude of the aircraft and on the other hand a guide for the calibration of the magnetic field sensor. In order not to disturb the pilot of the aircraft, the artificial horizon display 14 and the display of the attitude symbol 20 of the aircraft are identical in both operational and calibration modes. There is also the scale 28 and the index 30 for displaying the roll of the aircraft.

Les échelles graduées défilantes pour la vitesse et l'altitude sont simplifiées et dans l'exemple représenté on ne conserve que des loupes, 40 pour la vitesse et 42 pour l'altitude. Ces loupes reproduisent un affichage mécanique réalisé au moyen de roues juxtaposées tournant autour d'un axe horizontal. En tournant, les roues défilent verticalement devant une fenêtre pour ne laisser apparaître que la valeur courante de la vitesse ou de l'altitude. On reproduit sur l'écran 12 ces fenêtres, appelées loupes 40 et 42, que l'on retrouve dans l'affichage en mode opérationnel de la figure 1.The scrolling graded scales for speed and altitude are simplified and in the example shown only loupes are kept, 40 for speed and 42 for altitude. These loupes reproduce a mechanical display realized by means of juxtaposed wheels rotating about a horizontal axis. By turning, the wheels scroll vertically in front of a window to reveal only the current value of the speed or altitude. These windows, called magnifiers 40 and 42, are reproduced on the screen 12, which can be found in the operational mode display of the figure 1 .

En revanche, la zone centrale 44 de l'écran 12, réservée à l'horizon, n'est plus carrée ou rectangulaire comme dans le mode opérationnel mais en forme de cercle entouré par une rose des vents 46 indiquant le cap courant suivi par l'aéronef. Le cap courant peut être donné par une référence externe.On the other hand, the central zone 44 of the screen 12, reserved for the horizon, is no longer square or rectangular as in the operational but in the form of a circle surrounded by a compass rose 46 indicating the current course followed by the aircraft. The current heading can be given by an external reference.

Un repère fixe 48 indique le cap courant par rapport à la rose des vents 46 qui est mobile en rotation autour de la zone 44.A fixed landmark 48 indicates the current course relative to the wind rose 46 which is rotatable around the area 44.

Le guide pour la calibration du capteur de champ magnétique comprend par exemple un programme de caps que l'aéronef doit atteindre pour réaliser la calibration. Ce programme est stocké dans une mémoire du calculateur 32. De plus, le calculateur est configuré pour déterminer et afficher, en cours de calibration, des indications de caps déjà atteints et des indications de caps restant à atteindre pour terminer la calibration. Les caps déjà atteints et les caps restant à atteindre peuvent être affichés sur le pourtour de la rose des vents 46. Dans l'exemple de la figure 2, les caps déjà atteints sont représenté en trait fort 50 et les caps à atteindre sont représentés en trait fin 52. Dans la pratique, on peut utiliser un code couleur sur le pourtour de la rose des vents 46. Le pourtour est vert pour les caps atteints et rouge pour les caps à atteindre.The guide for the calibration of the magnetic field sensor comprises for example a caps program that the aircraft must reach to perform the calibration. This program is stored in a memory of the computer 32. In addition, the computer is configured to determine and display, during calibration, indications of caps already reached and indications of caps remaining to reach to complete the calibration. The caps already reached and the caps remaining to be reached can be displayed around the compass of the wind rose 46. In the example of the figure 2 the caps already reached are shown in strong line 50 and the caps to be reached are shown in fine line 52. In practice, we can use a color code around the compass of the wind rose 46. The rim is green for capes reached and red for the caps to reach.

Le fait de parcourir l'ensemble de la rose des vents 46 avec un roulis nul permet de calibrer le capteur de champ magnétique en deux dimensions dans un plan horizontal. Il est également possible de réaliser une calibration en trois dimensions en complétant le programme de caps dans un plan horizontal par un programme de caps à atteindre avec un roulis non nul. En pratique, on requiert du pilote qu'il réalise un premier tour complet de la rose des vents avec un roulis positif et un second tour avec un roulis négatif. Une consigne de roulis est par exemple donnée au repère 54. Pour atteindre ce roulis, le pilote doit faire coïncider l'index 30 avec la consigne 54.Running the entire wind rose 46 with a zero roll calibrates the magnetic field sensor in two dimensions in a horizontal plane. It is also possible to perform a three-dimensional calibration by completing the caps program in a horizontal plane by a program of caps to achieve with a non-zero roll. In practice, the pilot is required to perform a first full turn of the wind rose with a positive roll and a second turn with a negative roll. A roll instruction is for example given at the mark 54. To reach this roll, the pilot must make the index 30 coincide with the instruction 54.

Le programme de caps et éventuellement de roulis à atteindre appartient à une première étape d'une procédure de calibration. Dès que le programme est réalisé par le pilote, une seconde étape de la procédure de calibration est lancée. Au cours de cette seconde étape le calculateur 32 détermine des facteurs de calibration du capteur de champ magnétique en fonction du type de calibration retenu, avec ou sans roulis.The program of caps and possibly roll to reach belongs to a first step of a calibration procedure. As soon as the program is carried out by the pilot, a second step of the calibration procedure is started. During this second step the computer 32 determines calibration factors of the magnetic field sensor according to the type of calibration selected, with or without roll.

La seconde étape peut prévoir de comparer les facteurs de calibration déterminés à des valeurs limites prédéterminées. Si l'un des facteurs est hors de ses valeurs limites, un message d'alerte apparait sur l'écran 12 et une invitation est faite au pilote pour recommencer la procédure de calibration et ses deux étapes.The second step may provide for comparing the determined calibration factors to predetermined limit values. If one of the factors is out of its limit values, a warning message appears on screen 12 and an invitation is made to the pilot to restart the calibration procedure and its two steps.

Autrement dit lors de la calibration du capteur de champ magnétique on enchaine les opérations suivantes :

  • choisir entre une calibration en deux dimensions ou en trois dimensions ;
  • acquérir des données mesurées par le capteur de champ magnétique en suivant un programme de caps à parcourir sans roulis dans le cas d'une calibration en deux dimensions ou avec et sans roulis dans le cas d'une calibration en trois dimensions ;
  • déterminer des facteurs de calibration du capteur de champ magnétique en fonction de la calibration retenue, en deux dimensions ou en trois dimensions ;
le guide de calibration permettant de suivre l'avancement du programme de caps à parcourir avec et/ou sans roulis lors de l'acquisition des données.In other words, during the calibration of the magnetic field sensor, the following operations are performed:
  • choose between a calibration in two dimensions or in three dimensions;
  • acquiring data measured by the magnetic field sensor by following a rolling course program without rolling in the case of a two-dimensional calibration or with and without roll in the case of a three-dimensional calibration;
  • to determine calibration factors of the magnetic field sensor according to the calibration chosen, in two dimensions or in three dimensions;
the calibration guide to follow the progress of the program of caps to go with and / or without roll during the acquisition of the data.

Claims (5)

  1. A combined emergency instrument designed to equip the instrument panel of an aircraft and comprising anemobarometric sensors, inertial sensors, a magnetic field sensor, a screen (12) and a computer (32) for determining and for displaying on said screen an altitude (42), a speed (40), an attitude (14) and a current heading (48) of the aircraft on the basis of said sensors and for calibrating said magnetic field sensor, characterised in that said computer (32) is configured to simultaneously allow:
    • the altitude (42), the speed (40) and the attitude (14) of the aircraft to be determined and displayed on said screen (12);
    • said magnetic field sensor to be calibrated; and
    • a guide (50, 52, 54) for calibrating said magnetic field sensor to be displayed on said screen (12).
  2. The combined emergency instrument according to claim 1, characterised in that on the basis of a program stored in a memory of said computer (32), which program defines headings to be reached by the aircraft in order to carry out the calibration, said computer is configured so as to determine and display, during calibration, indications of headings already reached (50) and indications of headings to be reached (52) in order to terminate the calibration.
  3. The combined emergency instrument according to claim 1, characterised in that on the basis of a program stored in a memory of said computer (32), which program defines headings and rolls to be reached by the aircraft in order to carry out the calibration, said computer is configured so as to determine and display, during calibration, indications of headings and rolls already reached (50, 54) and indications of headings and rolls to be reached (52, 54) in order to terminate the calibration.
  4. A method for calibrating a combined emergency instrument designed to equip the instrument panel of an aircraft and comprising anemobarometric sensors, inertial sensors, a magnetic field sensor, a screen (12) and a computer (32) for determining and for displaying on said screen (12) an altitude (42), a speed (40), an attitude (14) and a current heading (48) of the aircraft on the basis of said sensors, characterised in that it comprises the following to be achieved simultaneously:
    • determining and displaying on said screen (12) the altitude (42), the speed (40) and the attitude (14) of the aircraft;
    • calibrating said magnetic field sensor; and
    • displaying on said screen (12) a guide (50, 52, 54) for calibrating said magnetic field sensor.
  5. The method according to claim 4, characterised in that it comprises calibrating said magnetic field sensor by performing the following operations in sequence:
    • selecting between a two-dimensional and a three-dimensional calibration;
    • acquiring data measured by said magnetic field sensor by following a program of headings to be covered without rolling in the case of a two-dimensional calibration or with and without rolling in the case of a three-dimensional calibration;
    • determining calibration factors of said magnetic field sensor as a function of the selected calibration, in two dimensions or in three dimensions;
    with said calibration guide allowing the progress of the program of headings to be covered with and/or without roll to be monitored during data acquisition.
EP20110190148 2010-11-23 2011-11-22 Combined aircraft magnetometer for in-flight calibration and emergency use. Active EP2455717B1 (en)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
FR1004558A FR2967769B1 (en) 2010-11-23 2010-11-23 COMBINED EMERGENCY INSTRUMENTS AND CALIBRATION METHOD OF THE COMBINED EMERGENCY INSTRUMENT

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EP2455717A1 EP2455717A1 (en) 2012-05-23
EP2455717B1 true EP2455717B1 (en) 2014-02-26

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EP (1) EP2455717B1 (en)
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Publication number Priority date Publication date Assignee Title
JP5916283B2 (en) * 2010-07-01 2016-05-11 三菱重工業株式会社 Display device, steering support system, and display method
US10921153B2 (en) * 2018-10-05 2021-02-16 Honeywell International In. System and method to construct a magnetic calibration (MAG-CAL) pattern for depicting the progress of a calibration of a magnetometer of an aircraft displayed by a cockpit display
CN111189470A (en) * 2019-11-15 2020-05-22 陕西飞机工业（集团）有限公司 Backup instrument for canceling full static pressure pipeline
US11408751B2 (en) 2020-08-04 2022-08-09 Honeywell International Inc. Systems and methods for calibrating a sensor position on an aircraft

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US4143467A (en) * 1978-05-01 1979-03-13 Sperry Rand Corporation Semi-automatic self-contained magnetic azimuth detector calibration apparatus and method
US4622843A (en) * 1985-12-27 1986-11-18 Hormel Ronald F Simplified calibration technique and auto ranging circuit for an electronic compass control circuit
US7154267B2 (en) * 2005-01-07 2006-12-26 Honeywell International, Inc. Method and system for electronic compass calibration and verification
US9057627B2 (en) * 2005-03-15 2015-06-16 Fci Associates, Inc. Low cost flight instrumentation system
FR2937415B1 (en) * 2008-10-17 2010-11-19 Thales Sa COMBINED EMERGENCY INSTRUMENT AND CALIBRATION METHOD OF THE COMBINED EMERGENCY INSTRUMENT

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FR2967769A1 (en) 2012-05-25
US8924046B2 (en) 2014-12-30
EP2455717A1 (en) 2012-05-23
US20120303184A1 (en) 2012-11-29
FR2967769B1 (en) 2012-11-16

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